Electric-railway-car-heating system.



F. HEDLEY & J. S, DOYLE.

ELECTRIC RAILWAY GAR HEATING SYSTEM.

APPLICATION FILED DEG 4,-191L 1,054,767. Patented M2114, 1913.

2 SHEETS-SHEET 1.

P. HEDLEY & J. S. DOYLE.

ELECTRIC RAILWAY OAR HEATING SYSTEM,

APPLICATION FILED DEC. 4, 1911.

Patented Man 1, 1918.

2 SHBETE-BHEET 2.

u w w a m UNITED STATES remand ornics.

FRANK HEDLEY, OF YONKERS, AND JAMES S. DOYLE, OF MOUNT VERNON, NEWYORK..

ELECTRIC-RAILWAY-CAR-HEATING SYSTEIVI To all whom it may concern:

Be it known that we, FRANK HEDLEY and J AMES S. DOYLE, both citizens ofthe United States, and residents, respectively, of Yonkers and MountVernon, county of \Vest chester, and State of New York, have made i acertain new and useful Invention in Electric-Railway-Car-HeatingSystems, of which the following is a specification.

' This invention relates to heating systems for electric railways, andparticularly to such systems where current is supplied to the electricpropelling motorsand also to the electric car heating system from thesame source of power.

Inthe modern operation of electric cars, locomotives or the like, forstreet cars, trains or other purposes, it is usually customary andnecessary to employ electric heaters for the cars, which, in addition tothe car or locomotive propelling motors, are supplied by current fromthe same power house. The load imposed upon the current supply forheating purposes, added to that imposed by the propelling motors for thecar locomotive or train, very greatly increases the work required of thepower house generating plant, particularly when the currentis suppliedto the heaters, and to the propelling motors of the electric cars orlocomotives, at the same time. This results in very great expense ininitial cost of construction and equipment, as well as in the subsequentmaintenance and operation of the power station. Frequently the electricheaters do not require to be constantly supplied with current. Thus theheating system on the cars is not required to run at full capacities oncertain days, or at certain hours, but are required to run at fullcapacityat certain other hours, or on certain other days, depending upontrafiic and atmospheric temperature conditions. And at some seasons ofthe year, the heating system is not required at all, as in the summer,while during the winter it is required, and frequently to its maximumcapacitv. By imposing the operation of electric heating system atirregular intervals on the current supply along with the operatingmotor, a very irregular load duty is imposed on the power plant forgenerating the required current supply, and since, as is the case withmost street our systems, there are certain hours of the day when thetraffic is at av maximum Specification of Letters Patent.

Patented Mar. 4,1918,

Application filed December 4, 1911. Serial No. 663,792.

and certain other hours, when the traffic is at a minimum theirregularity of the load duty, or load line of the power plant isincreased, resulting in increased costof main tenance and operation atthepower plant, and extra installation of power house equipment. v It isamong the special purposes of ourpresent invention to rovide means forreducing the irregularities ofthe load im-- posed upon the power plant,and to render the load line more uniform, and to reducev the power plantequipment, and the expense of initial cost of constructing and equipping the plant, and maintenance thereof, while at the same timedelivering adequate supply of current not only to the car or locomotivepropelling motors, but also to the heaters required to be supplied fromsuch" power plant.

In carrying out our invention we propose to provide means whereby theheaters, are supplied with current to operate them only when the currentis cut off from the propelling motors, or only during the time the propelling motors are receiving only the normal amount of current from thepower plant to operate them. By this method we avoid the necessity ofimposing the additional load of the heating systems upon the supplycircuit, at the same time with the propelling motors, thereby avoidingunduly increasing the load on the power plant. In this manner we se curegreater uniformity in the load line of the feeding circuit, and hence ofthe power plant, and this is a condition which'secures the mosteconomical cost of operation and maintenance of the power plant.

It is obvious that in its broadest scope, our invention is not confinedto any particular arrangement or specific form of means for securing theresult of cutting out the heating system only while the propellingmotors are receiving current, or while they are receiving their maximumcurrent supply, or of cutting into the feeding circuit the car heatersonly while the propelling motors are cut out of circuit, or arereceiving their normal current supply, the broad invention being theprovision of means for equalizing the load on the power plant oigenerating station, or cutting down the maximum load peak, by drawingthe required current supply for operating the heating system only whencurrent supply is hiot required for the propelling motors, or

when only a normal current supply is required therefor.

In one form of practical application of our invention we propose toprovide means whereby the current is supplied for the heating systemonly during the periods or time intervals, in the operation of a streetcar or train, for instance, when the car or train is standing still, asat stations, or while passengers are being loaded or unloaded, or thecar is laid up in the yards, and the current is shut oif from thepropelling motors. In case the periods of time intervals when the car ortrain is at rest is insuflicient for the purpose, that is, if theheating system requires more current for its operation than is possibleto secure in the time interval during which the car or train is at rest,then we' may extend the time during which the current is supplied to theheaters by utilizing, in addition to the time intervals during which thecar or train is at rest, the time intervals during which the brakes aresupplied and current shut o-fi from the propelling motors. Should it bedesirable to still further increase the time intervals during which theheaters draw their current supply from the main feeding circuit, we mayalso utilize for that purpose the time intervals during which the car ortrain is coasting, that is, the time during which the car or train moveswith the brakes released and current shut off from the propellingmotors, as for instance, while the car or train is approaching astopping point and is running under its own momentum, or is running downa grade without. current. It may sometimes be necessary to increase thecoasting time of the car or trainin order to increase the time of supplyof current to the heaters. In the economical operation of street andelectric railway systems we have heretofore devised means foraccomplishing this increase of coasting time by providing means formaking a record of the coasting travel of the car or train in order thatthe compensation of the motor-man may be based on such record, takinginto account other factors which are also recorded, as, for instance,the current consumption during the time the propelling motors are beingsupplied with current, the maintenance of time schedules, and the like.The means referred to are set forth described and claimed in Patent No.940,810, granted to us November 1909. Under the practical operation ofsuch coasting recording devices it has been foundthat during a verylarge percentage of the total time required for a car or train to make atrip from any given point to another the car or train coasting. In theoperation of the Interborough Rapid Transit Railway Company system inXew York city, before the introduction of the coasting record methodabove referred to it was customary to rtnighly estimate the time ofcoasting travel of cars or trains at approximately 12% of the total triptime, and this, in practice proved to be approximately the averagecoasting time percentage. In like manner, and before the introduction ofthe coasting record method referred to, experience demonstrated thatapproximately 25% of the total trip time was consumed in brakeapplication. That is the brakes were applied during approximately 25% ofthe total trip time between given points. This meant that forapproximately 63% of the total trip time current was being supplied tothe propelling motors in addition to that supplied to the heating systemand other car equipment, from the power'plant. By the installation andpractical use of the coasting record method, above mentioned, experiencehas shown a reduction of the average brake time percentage from 25% to17%, the increase of coasting time percentage from 12" 1 to 38% and thedecrease of current consumption time percentage for the motors from 63%to 45%. It is the utilization of the largely increased coasting timepercentage that We propose to accomplish in the present invention as thetime interval during which the heating system of the car or train is tobe supplied with current. It will be observed from the percentagecomparisons above given, which are based on actual practical experiencein the operation of the street car system mentioned, that not only isthe brake time percentage, which may be considered as a loss factor, inthe general computation, reduced from 25% to 17% but this reductionserves to enable the coasting time percentage to increase from 12% to38%. Experience has also demonstrated that the coasting time thusaccomplished and gained is amply suflicient for adequately supplyingcurrent to the heating system. If, however, this coasting time intervalis insufiicient to supply the maximum requirements of the heating systemand other auxiliary equipments, as, for instance, in the winter season,then the capacity or number of the heaters or heating elements may beincreased so as to supply any deficiency in this respect. The cost ofsuch additional heaters is very small, almost negligible, when comparedwith the enormous saving in investment, operation and maintenance at thepower plant, which is secured by the use of our present invention.Should it be dlesirable to still further increase the. capacity of theheating system, or, rather, the time of current supply thereto, eitherwith or without increasing the number of individual heating elements,provision may he made in accordance with our in vention to supplycurrent to the heating ats system not only during the coasting, braltingand station wait periods but also during the time inter ads when themotors are receiving only their normal currentsupply and after the loadline has been reduced to its normal condition. If the maximum heatingrequirements should demand still longer time intervals or periods ofcurrent supply to the heating system, then we. may employ the heatingsystem or a controllable portion thereof, as starting resistance for themotors. thereby turning to useful account in the heating system theenergy which would otherwise be consumed in the motor startingrheostats. i

In order to show the vast saving effected by our invention attention iscalled to the fact that a power plant and its equipment is designed andplanned to take care of the maximum requirement to be encountered. thatis, the maximum output that such plant mustat anytime be called on tosupply. The costof a plant and its equipment, so designed and planned,represents what may be called the investment which it represents.Experience has demonstrated that the maxi "mum demands upon the powerplant occur when the traffic is at its maximum. This is usually in thewinter time at which time the demands for the heating system supply arealso at a maximum. Consequently, heretofore, the maximum requirements ofthe plant, which form the basis for measuring the investment involved indesigning. constructing and equipping the power plant is the maximumcurrent supply for propelling the cars or trains of the street carsystem supplied from the plant at the time when the trafiic is greatest,and added thereto, the maximum current supply for operating to itsmaximum capacity, the entire electric heating system employed on thecars and trains, as well as that for operating the other auxiliaryapparatus employed. Practical,experience in the operation of electricstreet railway systems has shown that approximately 30% of the entirecurrent output of a power plant is required for operating at its maximumrequirenumts the electric heating system of the cars and trains. Iftherefore, the current employed for the electric heating system of thecars is supplied only when current supply to the car or train propellingmotors is shut otl' or is at its normal value, it will be readily seenthat the maximum load peak on the power plant is cut down by the samepercentage. and this results in cutting down the standard or basis forcomputing the cost of constructing and equipping the power plant in thesame ratio. since in that case, the investment is figured on the basisof the maximum current supply for maximum tratlic purposes only, that ifor maximum ar propelling purposes. in

other words the elimination of the element of current supply formaximums electric heating and other auxiliary purposes t'rom the basisof calculation ot the investment. which a power plant represents.reduces in the same proportion the amount of investment required to bemade for designing constructing and initially equippmg the plant. Totake a specific example, suppose on the basis of a maxinuun load peakwhere current for car propelling and also for heating purposes are bothnecessary factors and the cost of constructing and equipping thenecessary power plant to meet the requirements on such basis is$t.000.000.00, then by eliminating the heating factor, that is, byremoving this factor from the maximum load peak, as. in accordance withour invention, by supplying the current for heating purposes only whencurrent is not required for car propelling purposes, or only when it isrequired at its normal value. the cost of plant. and equipment isreduced by approximately 30% or to $700,000 instead of $000,000.00. Butthis does not represent all of the reduction achieved in the practicaluse and application of our invention. Not only is the investmentreduced, as above explained, but the subsequent operation andmaintenance of the plant is also very greatly reduced, thougln possiblynot to the same propt'irtional extent. If. desired a still greaterreduction of cost of operation and maintenance is accomplished in thepractical use of our invention, by employing a suitable automaticmechanism for controlling the supply of current for heating purposes, sothat when a desired temperature in a car is attained the current supplyfor that purpose is automatically shut ott. The saving eti ected in thismanner is a matter (it material consequence.

The foregoing explanations will serve to indicate the practicaladvantage as well as the very great utility and value of our invention.

As above noted our invention in its broadest scope involves merely theprovision of means whereby, when current is being supplied to thepropelling motors the circuits tor the heating system. and. it desired,also the circuits for other auxiliary devices, are opened. Of course. itis innnatcrial. in the broadest scope of our invention, whether theheating system circuits are closed when, or during the time when thepropelling motor circuits are opened. The essential is that the heatingcircuits be and remain opened when, and during the time when the motorcircuits are closed or are re eiving current to meet normal runningconditions.

is a refinement or further step of developlncnt' and use of ourinvention we also prop se to control and regulate the supply of currentfor heating purposes.

in carrying out our invention many specifically diiferent constructionsand arrangements of devices, switches, circuit controllers and the like,may be employed, for securing the opening of the supply circuits for theheater during the time the circuits of the car propelling motors areclosed.

Where we have referred part-icularly'to the Operation of the electricheating system as the translating devices on the cars or trains whichare to be supplied with current under the conditions set forth, it isobvious that the principles of our invention are equally well adaptedfor application to other desired car or train equipment. Therefore, inreferring to the heating system we wish' it to be understood that weinclude as well other devices or equipment which are operated by currentsupply from the same feed or supply source.

In the accompanying drawings: Figure l is a view illustrating in diagramone simple arrangement for carrying our invention into practice, whereinthe motor controller when in off position closes a circuit to a manuallyoperated switch ..device.through which the completion of the circuit tothe heating system is controlled. Fig. 2 is a detail view of themanually operated switch device. Fig. 3 is a view similar to Fig. 1,showing an automatic circuit closing device operated by the current inthe motor circuit for maintaining the circuits of the heating and otherdesired auxiliary devices open. Fig. 4 is a .view similar to Fig. 1showing an arrangement of devices for automatically controlling thecircuits of the heating system. Fig. 5 is a view in diagram showing anarrangement of combined manual and automatic control where the heatingsystem receives current only when the motors are operating under normalconditions of current supply, and also where the starting resistance isem- I ployed for heating purposes.

Referring to Fig. 1, A designates an ordinary motor controller and B' acoasting recorder or other device by means of which the current time ordistance may be recorded, indicated or read. The particular cuit fromthe contact G. This switch is preferably a three way switch, though ourinvention is not to be limited in this respect. D, is a bus-bar formultiple or other suitable controller circuit. The motor is indicated atM.

The operation is simple. When the controller A, is moved toward onposition the circuit through contacts F, E, G, is broken, so thatduring-' the time current is being supplied to the propelling motors,the

. circuit of the heating system is opened, and

when the controller is in oft position the propelling motors are cut outand the supply circuit is established and maintained completed throughthe contacts F, E, (Jr.

The closing of the circuit at contacts F, E, G need not necessarily meanthat current will thereby be supplied to the heating devices since thatwould depend upon the position of the switch device C, in case such adevice, or its equivalent, is employed. If this switch device isemployed and its bridging member 0?, is in position to close circuitbetween contacts a, then upon closing the circuit through contacts F,.E, G, current will be supplied to the bus-bar D, and to the heating orother devices connected up to the bus-bar. If, the. bridging member d,of switch device C, is across the contacts I), then no current will besupplied to the busbar D, whether circuit is closed through readilysuggest themselves to persons skilled in the art.

Instead of employing contacts which are opened and closed by thecontroller A, an automatic device may be used, which may be operated bycurrent in the propelling motor circuit to open the circuit from supplyto the heatingsystem or to thebus-bar D,

or switch device C, or otherwise, when cur rent is supplied to thepropelling motors. Such a device is indicated at J, Fig. 3, wherein amagnet or solenoid is in a circuit in shunt to the propelling motorssupply If the bridging circuit between the controller and the propellingmotors and which automatically controls contacts in the supply circuitto the heating devices.

ting out or opening the circuits of the heater devices might readilysuggest themselves to persons skilled in the art and still fall withinthe spirit and scope of our invention as broadly defined in the claims.

lVhere it is desired to decrease the current consumption for heatingpurposes to the lowest practical point in connection with the use andapplication of our invention. as. for instance, by regulating suchcurrent supply in accordance with the temperature produced, therebyautomatically maintaining the heating effect at a constant point, we mayemploy a suitable thermostatic device. indicated generally by ref erenceletter K. in Fig. 4. for controlling the circuit of a magnet or solenoidL. the operation ofwhich controls a switch device P. throughwhich thecurrent supply to the heating devices. or to the bus-bar D.

is controlled. Thus after the car propelling motors are cut out and thecircuit to the heating devices is completed. either by the operation ofthe motor controller A. or the automatic switch device J. or otherwise.as may be desired. to the switch device P. such circuit at said switchdevice. is completed by the action of the solenoid or magnet L. whenenergized and the circuit of said solenoid is controlledthermostatically and automatically by the thermostatic device K. It isobvious that other forms and arrangements of thermostatic or otherautomatic control might easily be supplied or employed. withoutdeparting from the broad scope of our invention as defined in theclaims.

It is usually necessary to employ starting resistance in the motorcircuits and for this purpose resistance coils are used. which. as themotors start up are cut out of the circuit. The current consumed in theresistance coils performs no useful work. It. does. however, developheat. This heat may be utilized in connection with the applica tion ofour invention by employing the electrue car heaters as the start-mgresistance" oratleast as a part of the starting resist ance for themotors. or the starting resist-; ance COllS themselves may be used asheaters,

and arranged in such relation as to furnish the heat developed thereinto the interior of the car for heating the latter. \Vhere the propellingmotors are required to be started frequently. as is usual in the case ofoperation of electric cars in service. the resisiance coils may supplysufficient heat fori A simple switch ar- 1 car heating purposes.rangement for accomplishing this result It is obvious that many a otherconstructionsv and arrangements of devices for accomplishing the ob ectof cut- 1 i may be employed and in that case we are enabled to increasethe time of heat produc tion beyond that which is afforded by supplyingcurrent to the heating system only when current is cut off from themotors, and without increasing the current supply. It may also bedesirable to supply current to the heating system after the currentsupply to the motors has fallen to a normal value and before the motorsare actually out out of circuit, that is during the time the motors arerunning along under normal conditions. In Fig. 5 we have shown a simplearrangement for accomplishing these objects and purposes. In thisarrangement the solenoid N. controls the switchdevices O. P, R. whichare respectively in th circuits of the car rheostat coils S. and therheostat and main heating coils T, V7. The l coils S and T. are inparallel with each other. The solenoid N is equipped with a doublewinding. one in series with the motors M, and one in series with thethermostatic control device K. and the power source. A manual switch Amay be arranged in this circuit. Similarly the heating coils \V are inthe supply circuit around the controller A. and may also be controlledby a manual switch B in addition to the solenoid switch R. The operationof this arrangement is simple. hen the controller A. is operated towardon position to supply current to the motors the current will pass fromthe line through the controller, switch 0. coils S. motors M solenoidsN. to ground at This energizes the solenoid causing switches P and Rclose. Thereupon current will pass from the controller through switch P.rheostat heater T. motors M. and solenoid to ground. The closing ofciring unless switch B is closed. When this switch is closed the mainheater coil \V will receive current. This switch B may be similar inconstruction, function and operation to the switch device C. abovereferred to. hen the heat developed by the heating system exceeds agiven limit the heating circuits are automatically opened by thethermostatic device K. completing a circuit from current source throughthe auxiliary -For winding ofsolenoid N. thereby opening switches RandP. Erom the foregoing description it will be seen' that we provide amost valuable and importantrarrangement in connection with electrictraction railway or similar operation wherein we greatly reduce theinitial cost of onstruction and equipment as well as the ;cost ofmaintenance and operation of the power plant required to supply currentfor the rcquiren'ients of the railway or other operations. and withoutdecreasing the maxi- Z mum current supply to meet maximum trafcuitthrough switch R will accomplish nothfic and heating requirements. Itwill also be seen that we accomplish these important results by removingthe demands of the heating system upon the current supply from thecurrent supply source during the time interval when the demands of thepropelling motors for current supply are being met.

In other words, during the time current is being sup lied to operate thepropelling motors, the oad of the heating system is removed from thegenerating system. And in connection with this operation we employ meansfor reducing the time interval during which current is being supplied tothe-propelling motors izhereby increasing the time interval available,after the propelling motors are-cut out for the operation of theheatingvsystem. We also in connection with this operation, as ex lained,provide means 6 for automatically re ucing the curi'ent consumption forheatin purposes by regulating the" current supp y for this purposeaccording to the heating requirements, and we em 10 thestartingrheostats or a portion 0 t em for augmenting the heating system.

Having now set forth the. object and nature of our invention, andvarious constructions and; arrangements for carrying the same intopractical operation, what we claim as new and useful, and of our owninvention and desire to secure by Letters Patent.

, o 1. In an electric heating system control 5- for cars employingelectric propelling motors and electric heating devices supplied fromthe same source of current and in combination with such motors andheating devices, of a controller for the motor and 40 means operating inconjunction therewith for cutting off the current supply to the heatingdevices during the time current is being supplied to the propellingmotors.

2. In an electric heating system control for railway or other electriccars employing electric propelling motors and electric heating devicessupplied from the same current source and 1n combination with said'niotorsand heating devices, of a motor con- 5 troller and meansoperating in conjunction therewith for automatically cutting off thecurrent supply to the heating devices during the time current is beingsuppliedto the propelling motors.

"5' 3. In an electric heating system control for railway orother carsemploying electric propelling motors and electric heating devicessupplied with current from the same source, and in combination-with saidmotors "6 0 and heating device's, of-a controller for the motors, anmeans for opening the circuit of said heating devices through thecontroller and maintaining the same open during the time the controlleris in on po sition,

4. In an electric heating system control for railway or other carsemploying electric propelling motors and electric heating devices havingthe same. source of current supply, and in combination with said motorsand heating devices, and circuits therefor, of means for opening thecircuits of the heating devices coincidently with the clos ing of themotor circuits, said means operating to malntain the heating circuitopen during the time the motor clrcuit remains closed.

In an electric heating system control for railway or other carsemploying electric propelling motors and electric heating devices havingthe same source of current supply, and in combination with said motorsand heating devices, and circuits therefor, of means for closing thecircuits of the heat-ing devices coincidently with the opening of themotor circuits.

6. In an electric heating'system control I i for railway or other carsemploying electric propelling motors and heating devices having the samesource of current supply, and in combination with said motors and heat--ing devices, and circuits therefor, of a motor controller and meansoperating in conjunction therewith for closing the circuits of the aheating devices coincidently with the open- 5 ing 'of the motorcircuits, and auxiliary means for independently controlling the circuitsof the heating devices.

7. In an electric heating system control. for railway or other carsemploying electric propelling motors and heating devices .having th samesource of current supply, and in combination with said motors andheating devices and circuits therefor, of means for closing the circuitsof the heating devices coincidently with the opening of the motorcircuits, and automatic means for independently controlling the circuitsof the heating devices.

8; In an electric heating system control for railway or other carsemploying electric propelling motors and heating devices having the samesource of current supply, and in combination with said motors andheating devices, and circuits therefor, of means for opening and closingthe circuits of the heating devices coincidently with the closing andopening, respectively, of the circuits. of the motors.

9. In an electric heating system control for railway or other carsemploying electric propelling motors and heating devices having the samesource of current supply. and in combination with said motors and heat-ving devices, and circuits therefor, of means for closing the heatercircuit and maintaining the same closed during the time the motorcircuit is open, and means for indicating the running time intervalduring which the motor circuit is open.

10. In an electric heating system control for railway or other carsemploying electric propelling motors and heating devices having the samesource of current supply, and in combination with said motors andheating devices and circuits therefor, of means for closing the circuitsof the heating devices during the coasting" travel of the car, and meansfor indicating the coasting travel of the car.

11. In'an electric heating system control for railway or other carsemploying electric propelling motors and heaters having the same sourceof current supply, and in combination with said motors-and heaters andtheir circuits, of a motor controller, and means operating inconjunction therewith to permit the supply of current to the heaters atall times except when current is supplied to the propelling motors.

12. In an electric heating system control for railway or other carsemploying electric propelling motors and heaters havingthe same sourceof current supply, and in combination with said motors and heaters andtheir circuits, of means to permit the supply of current to the heatersat all times, except when current is supplied to the propelling motors,and means for independently controlling the supply of current to theheaters.

13. In an electric heating system control for railway or other carsemploying electric propelling motors and heaters having the same sourceof current supply, and in combination with said motors and heaters, and,their circuits, of means to permit the supply of current to the heatersat all times except when current is supplied to the propelling motors,and means for automatically controlling the supply of current to theheaters.

14. -In an electric heating system control for railway or other carsemploying electric propelling motors and heaters having the same sourceof current supply and in combination with said motors and heaters, and

their circuits, of means to permit the supply.

of current to the heaters at all times except when current is suppliedto the propelling motors, and means for utilizing the heaters asstarting resistance for the motors.

15. In an electric heating system control for' railway or other carsemploying electric propelling motors and heaters having the same sourceof current supply, and in combination with said motors and heaters andtheir circuits, of a controller for the motor, auxiliary contactsoperated thereby and arranged in to control the heater supply cir--cuit, and an auxiliary heater supply circuit and a switch forcontrolling the same.

16. In an electric heating system control for railway or other carsemploying electric propelling motors and heaters having the same sourceof current supply, and in combination with said motors and heaters, of acontroller for the motor-circuit, auxiliary contacts operated by themotor controller to close the main circuit to the heaters only when themotor controller is in ofi position, an independent heater supplycircuit, and a switch arranged to control both heater circuits.

17. In an electric heating system control for railway or other carsemploying electric propelling motors and heaters having the same sourceof current supply, and in combination with said HiUtOXS and heaters, ofmeans for initially including the heaters in the motor circuit, to serveas starting resistance for the motor and means for automatically cuttingthe heaters out of circuit.

18. In an electric heating system control for railway or other cars,employing electric propelling motors and heaters having the same sourceof current supply, and in combination with said motors and heaters, ofmeans for initially including the heaters in the motor circuit to serveas starting resistance, for the motors, and means operated by currentsupplied to the motors for automatically cutting the heaters out ofcircuit.

19. In an electric heating system control for railway or other carsemploying electric propelling motors and heaters having the sarre sourceof current supply, and in combination with said motors and heaters, ofindependent heater circuits, a switch? device for controlling bothcircuits, and means for opening one of said circuits 'while current isbeing supplied to the motors.

20. In an electric street railway system employing electric carpropelling motors and heating system, supplied from the same source'ofcurrent, and in combination with said motors and heating system, ofmeans to prevent the heater current load from being imposed on thesupply source during the time the motor current load is imposed thereon,whereby the maximum load peak onthe power source is reduced.

21. In an electric street railway system employing electric propellingmotors and auxiliary electric translating devices supplied from the samesource of current, and in combination with said motors and auxiliarydevices, of a motor cont-roller, and means operating inconjunctiontherewith for maintaining the auxiliary devices in circuitwith the source of current only during the time the motors are out ofcircuit, and automatically operating devices the heating devices, andmeans for controli ling said auxiliary circuit.

23. In an electric heating system forcars, the combination with the carpropelling motor and heating devices, a common sup- 7 ply circuittherefor, a controller for the: motor, means operating in conjunction itherewith for closing circuit through the i heating devices only duringthe time curi rent is cut oft from the motor, an auxiliary circuit forthe heating (lO-YICGS around the controller and means for automaticallyconscribing witnesses, on this 27th day of No- Yer-her A. D., 1911.

FRANK IIEDLEY.

JAMES S. DOYLE.

\Vitnesscs CimizLEs U. Snrru, Hlaxnr M. Xomus.

